Fluid cooling system

ABSTRACT

A fluid cooling system having a heat exchanger ( 2 ) with a pressure differential between an inlet area ( 31 ) and a cooling area created by use of a venturi between the areas and enhanced flow of cooling medium by use of connecting the output ( 32 ) of the exchanger ( 2 ) to an exhaust pipe ( 34 ).

FIELD OF THE INVENTION

[0001] This invention relates to the cooling of gases and/or liquids ina heat exchanger formed to provide a pressure difference between thecooling area of the heat exchanger and the input area to the coolingarea and to exhaust-driven cooling systems.

BACKGROUND OF THE INVENTION

[0002] The cooling of fluids is desirable in many applications. Internalcombustion engines run more efficiently if relatively high temperaturefuel is cooled before being introduced into the combustion chamber.Advantageously, emissions are reduced and fuel usage is reduced.

[0003] Hydraulic systems function better with cooler hydraulic fluid.Oil lubrication systems are more effective when the oil is cooled. Thisis true in transmissions and other parts of a power train as well as forthe internal lubrication of an engine.

SUMMARY OF THE INVENTION

[0004] A highly effective fluid cooling system employs a heat exchangeror cooling chamber where heat is removed from the fluid and the heatexchanger is exhaust driven. The density of the cooling medium in thechamber is greater than the density of the gases in the exhaust tube orpipe so that the cooling medium, such as air, flows across the bodycarrying the fluid to be cooled and out of the chamber and into theexhaust tube or pipe.

[0005] To further improve the flow of the cooling medium through theheat exchanger or cooling chamber with or without the exhaust drive, theinlet port for the cooling medium into the chamber has a reduced sizecompared to the cross-sectional area of the chamber. In this way, aventuri is formed to create a pressure differential and enhance theflow.

[0006] A significant application for the fluid cooling system is thecooling of relatively high temperature diesel fuel before injection intothe combustion chamber of the diesel engine. Emissions are reduced byimproved engine efficiency and fuel consumption is reduced.

[0007] Other useful applications for the fluid cooling system employinga heat exchanger with a venturi opening in the inlet area for thecooling medium to create a pressure difference between the inlet areaand cooling area include: cooling transmission fluid, cooling the chargeair that goes into the intake manifold of an engine, cooling the coolantfor an engine and cooling the lubricating oil.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Preferred and other embodiments of the invention are describedbelow with reference to the accompanying Drawings in which:

[0009]FIG. 1 is a block and schematic diagram of a fluid cooling systemin accordance with this invention;

[0010]FIG. 2 is a schematic and block diagram of an exhaust-drivendiesel fuel cooling system employing air as the cooling medium inaccordance with this invention;

[0011]FIG. 3 is a perspective view of the cooling area and inlet area ofthe heat exchanger, with the cover removed, in accordance with thisinvention;

[0012]FIG. 4 is a front elevation view of a finned cooler tube throughwhich the fluid to be cooled flows in accordance with this invention;

[0013]FIG. 5 is an end elevation view of the cooler tube of FIG. 4;

[0014]FIG. 6 is a top plan view of a cooler tube manifold, two beingused for the cooler tubes of the heat exchanger, one at one end of thecooler tubes on the bottom of the chamber, and the second manifold atthe other end of the cooler tubes on the top of the chamber inaccordance with this invention;

[0015]FIG. 7 is a front elevation view of the manifold of FIG. 6 showingthe recesses for receiving the ends of the cooler tubes in dotted lines;

[0016]FIG. 8 is a bottom plan view of the manifold of FIG. 6;

[0017]FIG. 9 is a top plan view of the bottom jumper manifold for theheat exchanger having the inlet port and the outlet port for the fluidto be cooled in the heat exchanger and passages for serial flow throughthe cooling tubes of the medium to be cooled;

[0018]FIG. 10 is a front elevation view of the bottom jumper manifold ofFIG. 9;

[0019]FIG. 11 is a bottom plan view of the manifold of FIG. 9;

[0020]FIG. 12 is a bottom plan view of the top jumper manifold for theheat exchanger;

[0021]FIG. 13 is a front elevation view of the manifold of FIG. 12;

[0022]FIG. 14 is a top plan view of the manifold of FIG. 12;

[0023]FIG. 15 is a perspective view of the cover for the chamber of theheat exchanger of FIG. 3;

[0024]FIG. 16 is a front elevation view of a venturi ejector thatcouples the pipe from the heat exchanger or the cooling area of the heatexchanger to the exhaust tailpipe with the exhaust tailpipe being shownin cross-section;

[0025]FIG. 17 is a front elevation view of the venturi ejector of FIG.16 separate from the exhaust tailpipe;

[0026]FIG. 18 is a top plan view of the ejector of FIG. 17;

[0027]FIG. 19 is a perspective view of the venturi ejector of FIGS.16-18;

[0028]FIG. 20 is a top plan view of a pair of venturi positioned betweena heat exchanger and a tailpipe;

[0029]FIG. 21 is a front elevation view of the pair of venturi of FIG.20;

[0030]FIG. 22 is a top plan view of an alternative venturi placed insideof the tailpipe;

[0031]FIG. 23 is a right side elevation of the alternative venturi ofFIG. 22;

[0032]FIG. 24 is a front elevation view of the venturi of FIG. 22;

[0033]FIG. 25 is a front elevation view of the venturi of FIG. 22partially in cross-section in place inside the exhaust pipe and;

[0034]FIG. 26 is a top plan view of the bottom jumper manifold for aheat exchanger for parallel flow through the cooling tubes of the mediumto be cooled in accordance with this invention.

DESCRIPTION OF ILLUSTRATED EMBODIMENTS

[0035] It should be noted that the designation of the elements of thesystem as being top, bottom, front, back and so forth, is forillustrative purposes and is not a limitation on the orientation of thecomponents of the system in use.

[0036] The general fluid cooling system of this invention is shownschematically in FIG. 1 of the drawings. Fluid such as diesel, gasoline,hydraulic oil, lubricating oil or cooling oil, for example, is stored ina container 1.

[0037] The system further includes a cooling chamber or heat exchanger 2having an inlet port 3 and an outlet port 4 for the fluid to be cooled.The heat exchanger or cooling chamber 2 further includes an inlet port 7and an outlet port 6 for the cooling medium. The inlet port 3 isconnected to the container 1 of fluid to be cooled. The heat exchangeror cooling chamber 2 includes a plurality of finned tubes between theinlet port 3 and the outlet port 4 of the chamber 2, FIGS. 3-5.

[0038] The system further includes an area of use indicated by the block5, which is coupled to the outlet port 4. To enhance flow through thecooling chamber or heat exchanger 2, the outlet port 6 is connected toan exhaust pipe 10 through an inlet port 12 of the exhaust pipe 10. Theexhaust pipe is coupled to a device, such as an internal combustionengine, which may be the area of use 5 or an independent unit 11. Ineither case, the exhaust of the system is coupled through the exhaustpipe 10.

[0039] Details of a fluid cooling system, particularly useful for dieselfuel used in a diesel internal combustion engine, is shown in FIGS.2-21. The use of a cooling system with a diesel engine in schematic andblock diagram form is shown in FIG. 2. The system includes a tank 20 forstoring the fuel to be cooled. The system further includes a coolerchamber or heat exchanger 22, which has an inlet port 24 and an outletport 25 for the fuel to be cooled. The chamber or heat exchanger 22further includes an inlet port 31 and an outlet port 32 for the coolingmedium, which in this case, is air. The outlet port 25 of the heatexchanger 22 is coupled to the diesel internal combustion engine 27through a pipe 26. The cooling medium is coupled to the exhaust tailpipeof the internal combustion engine 27 by a pipe 35. The exhaust pipe ofthe engine includes a muffler 29 and a catalytic converter 30 before thetailpipe portion 34.

[0040] The system further includes a venturi 33 at the outlet port 32between the outlet port 32 and the exhaust pipe 34. This venturi may beomitted. A cooling medium, such as ambient air, flows through thecooling chamber 22 to cool the fuel. The air enters the chamber 22through an inlet port 31 and exits the chamber 22 through the outletport 32. The flow of exhaust gases across the opening into the exhausttailpipe 34 for the pipe 35 creates a low-pressure area relative to thepressure inside the cooling chamber 22 experienced by the air. As aconsequence, the airflow through the cooler and to the exhaust tailpipeis enhanced. The inlet port 31 is an orifice 71 created by a cover 70,shown in FIG. 15, and the extensions of the top and bottom coolermanifolds into the inlet area shown in FIGS. 6, 7 and 8.

[0041] The heat exchanger or cooling chamber 22 is shown assembled inFIG. 3 with the exterior cover 70 removed. Referring to FIG. 3, thecooling area of the chamber 22 includes a plurality of finned coolertubes 40, which are six in number, for a vehicular diesel engine. Thecooler tubes 40 carry the fuel or other medium to be cooled through thechamber 22. The detail of the cooler tubes 40 is shown in FIGS. 4 and 5.The tubes have a number of fins 41 for carrying the heat from the fluidor fuel that is flowing inside the cooler tubes 40 to cool this fluid.

[0042] The cooling chamber 22 further includes a top cooler tubemanifold 42 and a bottom cooler manifold 43. These manifolds 42 and 43are identical and are shown in detail in FIGS. 6-8. Each manifold 42 and43 has a plurality of seats 44 with a diameter and thus circumferenceequal to the outer diameter and circumference of the cooler tubes 40 toreceive an end of the cooler tube. An inner tube 45 of the cooler tube40, as seen in FIG. 5, mates with the opening 46 in the manifold 42 or43, to carry the fluid to be cooled through the manifold. The coolingchamber also includes a bottom cooler jumper manifold 50 shown in detailin FIGS. 9-11.

[0043] Manifold 50, FIGS. 9-11, is dimensioned to have passages forindividual cooler tubes 40 and to have space between the cooler tubes. Apassage 51 serves as an inlet port for the fluid or fuel to be cooledand couples the fuel to the first cooler tube 40 a, as shown in FIG. 3.The fuel flows through cooler tube 40 a and the top cooler tube manifold42 to enter a top cooler jumper manifold 60. Manifold 60 is shown indetail in FIGS. 12-14. Manifold 50, FIGS. 9-11, has a first couplingpassage 52 to couple the fluid from the second cooler tube 40 b to thethird cooler tube 40 c. A second coupling passage 53 couples the fluidfrom the fourth cooler tube 40 d to the fifth cooler tube 40 e, all asshown in FIG. 3.

[0044] A second single cooler tube passage 54 in manifold 50 serves asan outlet from the cooling chamber 22 for the cooled fuel. Bolt holes 58(six in number) are spaced over the surface of manifold 50. These boltholes 58 correspond with bolt holes 68 (also six in number) in manifold60 to accommodate bolts with nuts (not shown) to secure the coolingchamber together as shown in FIG. 3. Cooler jumper manifold 60, FIGS.12-14, has three coupling passages 61, 62 and 63 (shown in dashed linesin FIGS. 12 and 13). The first coupling passage 61 couples the coolertubes 40 a and 40 b. The second coupling passage 62 couples the coolertubes 40 c and 40 d. The third coupling passage 63 couples the coolertubes 40 e and 40 f.

[0045] Manifold 60 further includes a port 55 that communicates with thepassage 63 to provide access to the fuel at the output of the coolingchamber 22. This access is useful for insertion of a fuel temperaturesensor (not shown) to provide the temperature of the cooled fuel for usein controlling the engine 27.

[0046] Placement of cooling system when used as a fuel cooling system onan electronic controlled diesel engine is important. Electronic unitinjected engines that have a fuel temperature sender as one of the loopsthat control air to fuel ratio can mechanically interface to theelectronic control module and therefore change timing and injector pulsewidth to yield optimum efficiency and decreased fuel consumption. Theimproved timing and pulse width decreases in cylinder temperature spikesthat cause nitrogen oxides (NO_(x)).

[0047] At the input end of cooler jumper manifold 60, a second port 56is provided. This port 56 communicates with the passage 61 to provideaccess to the fuel at the input of the cooling chamber 22. This port 56is useful for injecting a catalyst into the fuel being cooled forimproved operation and efficiency of the internal combustion engine witha resulting reduction of emissions from the engine 27. Additionally, theport may be used for monitoring the temperature or other parameters ofthe fuel or other fluid at the input to the cooling chamber 22.

[0048] The cover 70 for the cooling chamber 22 is shown in FIG. 15. Anorifice 71 or inlet area formed by cover 70 and extensions 72 and 73 ofcooler tube manifolds 42 and 43, respectively, corresponds to inlet port31 of FIG. 2. The cover 70 has side walls 92 a in the inlet area thatare angled relative to the main side walls 98 of the cover 70 thatenclose the cooling area of the heat exchanger 2 and 22. The angled sidewalls 92 a form a narrow opening where an apex 91 a results. The cover70 has side walls 93 a that begin the cooling area of the exchanger 2and 22 and that are angled away from the apex 91 a and meet the parallelmain side walls 98. This creates a venturi in the opening into thechamber. The volume ratio for cooling diesel is in the range of 2.44:1to 4:1 with an optimum of 3.77:1. This volume ratio is different fordifferent fluids to be cooled. For example, the volume ratio forgasoline is in the range of 2:1 to 3:1 with an optimum of 2.54:1.

[0049] The cover 70 has one or more outlet ports 75 in an end wall 96depending on the application of the cooling chamber. A diesel vehicletypically has one or two exhaust stacks as needed for the size ofinternal combustion engine being used. If the vehicle has two stacks,then the cover 70 will advantageously have two outlet ports 75. Theseoutlet ports 75 correspond to the outlet port 32 of FIG. 2. The outletports 75 can be located anywhere along the length of the end wall 96.The location shown in FIG. 15 does not correspond to the more detaileddrawing of the outlet venturis 33 shown in FIGS. 20 and 21.

[0050] Cover 70 fits in grooves of the cooler tube manifolds 42 and 43.A groove 74 around to periphery of manifold 43 is shown in FIG. 6. Acorresponding groove is in manifold 42. As noted above, manifolds 42 and43 are identical with one being at one end of the cooler tubes 40 andthe other being at the other end of the cooler tubes 40. The cover 70and grooves 74 cooperate when the cooling chamber 22 as assembled toprovide an airtight seal around the chamber so that the cooling mediumflows through the chamber 22 from the inlet port 31 or orifice 71,across the fins of the cooler tubes 40, to the outlet port 75.

[0051] The outlet port 75 (corresponding to outlet port 32 of FIG. 2) isconnected directly to the exhaust tailpipe 34 through pipe 35 or througha venturi 33 and the pipe 35 to the exhaust tailpipe 34, as shown inFIG. 2.

[0052] The connection to the exhaust tailpipe 34 provides anexhaust-driven fluid cooling system. The cooling medium is drawn throughthe cooling chamber 22 and out the exhaust tailpipe 34 by differences inthe temperature and pressure in the cooling chamber 22 and the exhausttailpipe 34. A venturi 33 between the chamber 22 and tailpipe 34enhances the flow of the cooling medium.

[0053] The connection between the chamber 22 and tailpipe 34 is shown inFIG. 16. An inlet port 81 is provided in the side of the tailpipe 34. Aventuri 82 is located inside the tailpipe 34. The venturi 82 is shown infront elevation in cross-section in a cross-sectioned tailpipe 34 inFIG. 16.

[0054] The design of this venturi 82 is shown in FIGS. 17 and 18. Theventuri 82 has an inlet orifice 83 on the internal combustion engine 27side of the tailpipe 34. An outlet orifice 84 is on the outlet side ofthe tailpipe 34. This venturi 82 is designed to fit inside a 5-inchinside diameter tailpipe.

[0055] The venturi 82 has a necked-down portion or reducedcross-sectional portion 85 that is positioned in the tailpipe 34 nearthe inlet port 81. There are three holes 86 (best seen in FIG. 19)spaced 120 degrees apart around the periphery of the venturi 82 in theangled portion of the venturi 82 between the necked-down portion 85 andthe outlet port 84.

[0056] The cooling medium from the cooling chamber 22 flows into thetailpipe 34 through inlet port 81, around the outside of venturi 82,through the holes 86 and out the tailpipe 34 with the exhaust gases fromthe internal combustion engine 27. The design of the venturis 33 of FIG.2 is shown in FIGS. 20 and 21, with two venturis being shown for usewith two exhaust pipes.

[0057] When exhaust venturi, turbocharger, or supercharger drivencooling medium, (fresh air), is introduced into the engine exhaust pipea diffusion of the gases occurs and changes the constituents of theexhaust emissions. This denotes an effective air induction system fordiesel engines. The size of pipe, size and number of cooler tubes, sizeof cooling chamber, size and location of venturi tubes, and number ofoutlet and inlet ports of the fluid cooling system depends on theapplication of the system, including fluid being cooled and coolingmedium being employed.

[0058] The elements of the heat exchanger or cooling chamber 22 of thisinvention have the following dimensions when designed for use with avehicular diesel engine and particularly those in Class 6, 7 and 8.Class 8 diesel engines, for example, have a horsepower between 400 and600 and a displacement between 763 and 893 cubic inches. A specificexample of such an engine is a Detroit Diesel 60 series, having adisplacement of 775 cubic inches and a horsepower rating of 425.

[0059] Vehicular diesel engines are manufactured by a number ofcompanies including, for example, Caterpillar, Detroit Diesel, Cumminsand Volvo. The cooler tubes shown in FIG. 4 and FIG. 5 are 6.4625 inchesin overall length and 5.9625 inches in the internal area where the finsare located. The inner tube opening 45 is 0.50 inches in diameter andthe overall outer diameter of the cooling tube is 1.1250 inches. Eachfin has a thickness of 0.0375 inches with a gap between fins of 0.0625inches. The groove depth of each fin is 0.2375 inches. The top andbottom cooler manifolds 42 and 43 have a width of three inches and anoverall length of nine inches.

[0060] The end where the input port 31 is located has a wider dimensionthan the overall body of the manifold. This dimension is 3.7113 inches.The end at the inlet port 31 is angled down to the narrow opening orapex 91. The angle at the apex is 120 degrees formed by angled side 92and angled side 93. Angled side 93 extends from the apex 91 to theexterior width of the manifold. The overall depth of the manifold, asseen in FIG. 7, is 0.50 inches. The depth of the seats 44 is 0.2250inches.

[0061] The bottom cooler jumper 50, shown in FIGS. 9-11, has an overallwidth of three inches that widens to 3.7113 inches at the inlet port 31end of the manifold. The overall length of the manifold is nine incheswith an angle 96 at the point where the width of the manifold widens atthe inlet port 31 end. The length of the manifold from the angle 96 tothe end remote from the input end 31 is 8.384 inches. The top coolerjumper 60, shown in FIGS. 12-14, has a corresponding width and length tothat of the bottom cooler jumper 50. The coupling passages of coolerjumpers 50 and 60 provide for serial flow of the fluid to be cooledthrough the cooling tubes 40 when assembled as shown in FIG. 3. For someapplications, it is desirable to have parallel flow through the coolingtubes when assembled as shown in FIG. 3.

[0062] A bottom cooler jumper for a parallel flow is shown in FIG. 26.The cooler jumper 141 of FIG. 26 has one slot 140 that replaces thecoupling passages 52 and 53 and input passages and outlet passages 51and 54 so that fluid in the cooler jumper 141 communicates with each ofthe cooling tubes 40 and the fluid flows in parallel through the tubes.One of the cooler jumper manifolds has an inlet port and the othermanifold at the other end of the cooler tubes has an outlet port.

[0063] An alternative venturi to venturi 82 is shown in FIGS. 22-25. Theventuri includes a curved surface 110 that corresponds to the curvedsurface of the exhaust tailpipe in which the venturi was placed. Forexample, if the venturi is placed in a 4-inch exhaust tailpipe, then thecurved surface 110 will have a radius that corresponds to a 4-inchdiameter. Similarly, if the venturi is placed in a 5 inch exhausttailpipe, the curved surface 110 will have a radius that corresponds toa 5-inch diameter. The venturi further includes a flat plate 111 thatcovers the upper part of the opening of the curved surface 110. A flatplate 112 covers the lower part of the curved surface of 110. The flatplates 111 and 112 do not touch but rather leave an opening 120 betweenthe two flat plates. There is an opening in the curved surface 110 toprovide for coupling of the venturi 100 to a heat exchanger or coolingchamber 2, as shown in FIG. 1, or 22, as shown in FIG. 2.

[0064] The venturi 100 includes a sealing washer 113 that is mountedbetween a nipple 114 and a curved surface 110 to make an airtight sealat the opening through curved surface 110 into the venturi 100.Extending from the nipple 114 is a coupling tube 115. The coupling tube115 ends in a sealing ring 116 that accommodates a flexible couplingtube, such as rubber, that may be slipped over the sealing ring 116 andclamped onto the coupling tube 115 to provide the coupling between thecooling chamber 2 or 22 and the exhaust tailpipe 10 or 34. The venturi100 is shown in place in the exhaust tailpipe 34 in FIG. 25. The widthof the venturi, as shown in FIG. 23, in the area where flat plate 111and flat plate 112 are nearest each other, is approximately 3½ inchesfor a 4 inch exhaust tailpipe so that the venturi occupies about 30% ofthe cross-section of the tailpipe in the area of the opening 120. Theoverall length of the venturi is approximately 7½ inches. The length offlat plate 111 is approximately 4¾ inches and the length of flat plate112 is approximately 3¼ inches. The plate 112 extends at an anglegreater than the angle of plate 111 and, thus, beyond the end of plate111 at the opening 120. The venturi 100 is placed in the exhaust pipe 34with the flat plate 112 toward the internal combustion engine and theflat plate 111 toward the exhaust end of the pipe 34.

[0065] The direction of the exhaust gas flow through the exhausttailpipe 34 is shown by an arrow 130 in FIG. 25.

[0066] The internal pressure of the chamber is varied by the volume ofthe cooling area compared to the volume of the inlet area. The volume ofthe cooling area, which includes the cooling tubes 40, is between 2.0and 12.0 times larger than the volume of the inlet area of port 31. Thelimit ambient temperature (LAT) of the cooling medium that passesthrough the chamber 22 or 2 from ports 31 to 32 or ports 7 to 6 ischanged by the operation of the chamber. The temperature inside thechamber is varied by controlling the effusion rate through the outletport 32 or outlet port 6.

[0067] The difference in volume of the inlet port 31 or orifice 71 andthe cooling chamber portion, which includes the cooling tubes 40, setsup a volume ratio for pressure differential, but does not controltemperature differential. The temperature differential is controlled bythe effusion rate, which is generally measured in cubic feet per minute(CFM). By effusing more medium through the outlet ports of the coolingchamber or heat exchanger, a temperature differential as well as thepressure differential is created. Effusion rates may be driven by aventuri, as discussed above with the venturi in the exhaust stack, ormay be driven by the intake of a turbocharger or a supercharger.

[0068] Common temperature ratios experienced with the fluid coolingsystem of this invention is a temperature at the output of the coolingmedium port 6 or 32 of 0.75 to 0.83 of the temperature at the input tothe cooling chamber 2 or 22. At these temperature ratios, the effusionrate at 125 CFM is 5,663 feet per minute measured when the outlet tubeor pipe 35 is a two-inch circular exit pipe. These rates andtemperatures occur when using the exhaust venturi of FIGS. 22-25 tocreate the effusion rate.

[0069] One reason to employ a venturi in the exhaust pipe to create aneffusion rate is that when the system is used as a fuel cooler in adiesel engine, if there is a leak between ports 3 and 4 of FIG. 1, theair will not be introduced into the combustion chamber of the dieselengine as uncontrolled fuel. When the system is used as a charge aircooler, the effusion rate is created on the intake side of aturbocharger or supercharger. The heat exchanger may be employed to coolhot exhaust gases where the exhaust gases pass through the interior ofthe cooling tubes 40 and the cooled exhaust gases are reintroduced intothe combustion chamber as the exhaust gas recirculation.

[0070] The form of the chamber used to lower LAT of the cooling mediumcan be used to cool other items rather than liquids, such as electroniccomponents or to provide a means for replacing Freon driven airconditioning systems.

[0071] Although preferred embodiments of the fluid cooling system havebeen shown and described above, the invention is not limited to thesespecific embodiments, but rather the scope of the invention is to bedetermined as claimed.

What is claimed is:
 1. Fluid cooling system comprising a heat exchangerhaving at least one inlet port and one outlet port for a cooling mediumand at least one inlet port and one outlet port for a medium to becooled; the inlet port for the cooling medium including a venturiopening.
 2. A fluid cooling system in accordance with claim 1 furthercomprising means for drawing the cooling medium through the heatexchanger.
 3. A fluid cooling system in accordance with claim 2 whereinthe means for drawing comprises a venturi mounted in an exhaust pipe ofan engine and a coupling pipe between the outlet port for the coolingmedium and the venturi.
 4. A fluid cooling system in accordance withclaim 2 wherein the means for drawing comprises an inlet to asupercharger.
 5. A fluid cooling system in accordance with claim 2wherein the means for drawing comprises an inlet to a turbocharger.
 6. Afluid cooling system in accordance with claim 1 wherein the heatexchanger has a chamber having a plurality of cooling tubes mountedinside the heat exchanger for serial flow through the tubes of themedium to be cooled.
 7. A fluid cooling system in accordance with claim1 wherein the heat exchanger has a plurality of cooling tubes mountedinside the heat exchanger in a cooling chamber for parallel flow of themedium to be cooled through the tubes.
 8. In a diesel truck, a dieselfuel cooling system comprising a heat exchanger having at least oneinlet port and one outlet port for a cooling medium and at least oneinlet port and one outlet port for fuel to be cooled, the inlet port ofthe cooling medium including the venturi opening.
 9. A diesel fuelcooling system in accordance with claim 8 further comprising a venturilocated in the exhaust pipe of the diesel truck and a pipe coupling theoutlet port for the cooling medium from the heat exchanger to the inletof the venturi.
 10. A diesel fuel cooling system in accordance withclaim 9 wherein the venturi has a curved surface that matches the curveof the exhaust pipe in which it is positioned; a first flat plateextending over the opening of the curved surface for a distance lessthan the overall length of the venturi; a second flat surface overanother portion of the open portion of the curved surface and extendingless than the overall length of the venturi so that there is an openingbetween the first flat plate and the second flat plate; an outlet portand a coupling from the venturi for coupling the venturi to the heatexchanger through a coupling pipe or tube.
 11. A heat exchanger inaccordance with claim 1 wherein the heat exchanger includes a pluralityof cooling tubes and a first manifold at one end of each cooling tubeand; a second manifold at the opposite end of each cooling tube and afirst cooler manifold on the outside of the first manifold to direct themedium to be cooled through the cooling tubes and; a second coolermanifold on the outside of the second manifold holding the cooler tubesto direct the medium to be cooled through the cooler tubes.
 12. A fluidcooling system in accordance with claim 11 wherein the cooler manifoldsare configured to provide serial flow of the medium to be cooled throughthe cooling tubes.
 13. A fluid cooling system in accordance with claim11 wherein the cooler manifolds are configured to provide parallel flowof the medium to be cooled through the cooler tubes.
 14. A fluid coolingsystem in accordance with claim 1 wherein the heat exchanger has aninlet area and a cooling area wherein the volume of the inlet area isless than the volume of the cooling area.
 15. A fluid cooling system inaccordance with claim 14 where the ratio of volume of the cooling areato the volume of the inlet area is in the range of 3.5:1 to 12.0:1. 16.A fluid cooling system in accordance with claim 1 where the effusionrate of the cooling medium from the heat exchanger is enhanced by aventuri connected to the outlet port of the heat exchanger for thecooling medium.
 17. A fluid cooling system in accordance with claim 1where the effusion rate of the cooling medium at the outlet port of theheat exchanger is enhanced by a turbocharger connected to the outletport of the heat exchanger.
 18. A fluid cooling system in accordancewith claim 1 wherein the effusion rate of the cooling medium from theheat exchanger at the outlet port of the heat exchanger is enhanced by aturbocharger connected to the outlet port of the heat exchanger.